JP2018514457A - Car seat and connection system - Google Patents

Abstract

Embodiments of the automobile seat include an outer protective shell, an inner seat, and a suspension system that connects the inner seat and the outer protective shell and allows relative movement between the inner seat and the outer protective shell. The suspension system may include a plurality of deformable metal straps. Embodiments of the automotive seat system also include a frame configured to couple to the vehicle seat. The frame has a vertical portion that extends upward substantially along the vehicle seat back. The vertical portion extends at least half the height of the vehicle seat back. The system also includes an automobile seat configured to couple to the frame.

Description

CROSS REFERENCE TO RELATED APPLICATIONS This application claims priority to US Provisional Application No. 62 / 160,185, filed May 12, 2015, the entire contents of which are disclosed herein. Incorporated into.

Background 1. Field The present disclosure relates to an automobile (or cabin) seat (seat). More particularly, the present disclosure relates to safety automobile seats. The safety car seat may be for infants or children, but this application is not limited to this.

2. The state of technology The most common cause of death for children aged 1-5 in developed countries is due to accidents, and the main cause of death due to accidents is car accidents. According to reports, safety seats reduce fatalities by about 71% for children under 1 year and about 54% for children aged 1-4 years when properly installed in a passenger car. Nevertheless, in the United States alone, more than 250 0-4 year olds are fatally injured each year, properly restrained by car seats.

  In addition to the dead, each year, thousands of children properly restrained in car seats are still incapacitated by car accidents. The most common severe injuries are head injuries including cerebral injuries (contusions or lacerations), concussions, calvaria and skull fractures, subarachnoid hemorrhages, and subdural hematomas. Other common serious injuries include the chest (lung and ribs), abdomen (intestine, liver, spleen, kidney), spine, and upper limbs (clavicle, humerus, radius / ulna) and lower limbs (pelvis, femur, (Tibial / radial) injury. Child injury results may be worse than similar injuries experienced by adults, and children with traumatic brain injury may experience permanent or delayed neuropsychological problems There is. For example, frontal lobe function develops relatively late in child growth, so frontal lobe damage may not become apparent until the child reaches puberty.

  According to the US National Highway Traffic Safety Administration (NHTSA), children under one year of age should always ride in a rear-facing car seat with a harness. Although it is recommended to use a rear-facing car seat for as long as possible, it is recognized that children over the age of 1 will want to look forward. NHTSA uses a forward-facing car seat with a harness and tether that restricts the forward movement of a child in the event of a collision by a 1-3 year old child (a child older than a specified height and weight) It is recommended to do.

  There are many types of car seats that can be purchased. Infant seats recommended for children under 1 year are typically retrospective. Many include a base secured to the car by a belt or tether and a seat secured to the base by a latch. The seat often includes a handle so that it can be carried when the seat is unlatched from the base (ie, from the car). A common car seat option for infants and children is a “convertible” car seat that can be directed to a rearward position and then “converted” to a forward position. Some convertible car seats can be converted into booster seats for children up to 100 pounds (about 45.3 kg). Typically, convertible car seats are tied to the car using car seat belts, or on car frames using the LATCH (Lower anchors and Tethers for children) system. Directly fixed. All car seats provide a harness to tie the child to the seat. A normal harness is a 5-point safety harness. Automobile seats tend to be formed from injection molded plastic, typically injection molded plastic with a thickness of at least 5 mm (0.2 inches), and the weight of the sheet (including base for infant seats). Is typically 7 kg (15.4 pounds) or larger.

This summary is provided to introduce a selection of concepts that are further described below in the detailed description. This summary is not intended to identify key or essential features of the claimed subject matter, but is used to help limit the scope of the claimed subject matter. It is not intended to be.

  According to one aspect of the present disclosure, an automotive seat system includes a frame configured to couple to a vehicle (or vehicle) seat and an automotive seat configured to couple to a horizontal portion of the frame. . The frame has a vertical portion that extends upward along the vehicle seat back. The vertical portion extends at least half the height of the vehicle seat back. The frame may be configured to couple to more than one automobile seat. At least one of the horizontal portion and the vertical portion may be separable from the frame. Further, the horizontal portion and the vertical portion may be pivotably connected, and the frame may be configurable between an open configuration and a closed configuration.

  The automobile seat may include a bottom connection for coupling to the frame. The frame may include a latch extending from the horizontal portion to connect to the connection of the automobile seat. The latch may be coupled to a plurality of handles configured to be activated to selectively open the latch. The handle may be configured to sequentially activate to selectively open the latch. The plurality of handles may be configured to move in a direction substantially transverse to the direction of the latch to selectively open the latch.

  The vehicle seat system may further include an angle adjustment member coupled to one of the vertical part or the horizontal part of the frame. The angle adjustment member may be configured to adjust the angle between the vertical portion and the vehicle seat back. The adjustment member may be pivotally coupled to one of the horizontal portion or the vertical portion and is configured to rotate relative to the horizontal portion or the vertical portion to adjust the angle between the vertical portion and the vehicle seat back. May be. The adjustment member may be configured to rotate eccentrically about each of the horizontal or vertical portions to which the adjustment member is pivotally coupled.

  The system may include a tether connector and a tether strap that extend from the angular adjuster. The angle adjuster may be configured to at least partially store the tether strap in a coil configuration. The angle adjuster may include a locking or unlocking belt retractor coupled to the tether strap.

  The automotive seat system may include a lap belt clamp coupled to the frame. The lap belt clamp may be configured in a lock and unlock configuration. The horizontal portion of the frame may define a lap belt path for sending the lap belt of the vehicle seat belt across the horizontal portion. When the lap belt is received in the lap belt path, the lap belt clamp is locked and contacts the lap belt to help hold the lap belt in the lap belt path.

  According to another aspect of the present disclosure, an automobile seat is a suspension that connects an outer protective shell, an inner seat, an inner seat and an outer protective shell, and allows relative movement between the inner seat and the outer protective shell. A suspension system includes a suspension system that suspends an inner seat substantially within an outer protective shell.

  The suspension system includes a plurality of deformable metal straps that couple the inner sheet to the outer protective shell. The strap may be formed as a band or strap. In these combined configurations, the strap is curved or bent and is formed to suspend the inner sheet from the outer protective shell. The strap may be formed from metals including aluminum and stainless steel.

  In one embodiment, the automobile seat may include a plurality of pad elements. The outer protective shell has an inner surface, and the plurality of pad elements may be disposed on the inner surface of the outer protective shell, which may extend from the inner surface of the outer protective shell to the inner sheet. At least one of the pad elements may always contact the inner sheet.

  Also, in one embodiment, the inner sheet has an outer surface, and the plurality of pad elements may be disposed on the outer surface of the inner sheet, which extend from the outer surface of the inner sheet to the inner surface of the outer protective shell. May be. At least one of the pad elements may always contact the outer protective shell.

  An automotive seat system includes at least one tether extending from a vertical portion for coupling to a vehicle anchor and a plurality of mini connectors extending from a horizontal portion for coupling to a corresponding lower anchor and tether (LATCH) anchor on the vehicle. And may be included. One or more of the miniconnectors may be selectively moveable laterally. The tether may include an adjustable length rigid portion extending from the vertical portion and a flexible portion extending from the rigid portion to the tether connector.

FIG. 1 is a perspective view of an embodiment of an automobile seat according to an aspect of the present disclosure as viewed from the front and side of the automobile seat. FIG. 2 is a perspective bottom view of another embodiment of an automobile seat according to one aspect of the present disclosure. FIG. 3 is a perspective view of the automobile seat of FIG. 2 as viewed from the bottom and the front. FIG. 4 is a partial view of the automobile seat of FIG. 2 as viewed from the rear and top. FIG. 5 is a perspective view of the automobile seat of FIG. 2 as viewed from the bottom and front. FIG. 6 is a diagram illustrating one embodiment of an automobile seat mounting frame according to one aspect of the present disclosure. 6A-6C are partial views of the frame of FIG. 6 with connectors rotated to various positions about the crossbar. FIG. 7 is a diagram illustrating an automobile seat system including an automobile seat frame and an automobile seat coupled to an automobile seat frame seated on a vehicle seat. FIG. 8 shows the vehicle seat frame of FIG. 7 without the vehicle seat of FIG. 7 and coupled to a vehicle seat. FIG. 9 is a view of the automobile seat frame and the automobile seat of FIG. 8 as seen from the opposite direction to that shown in FIG. FIG. 10 is a perspective view of a hook portion of the frame of FIG. 11A and 11B are diagrams showing details of the latch of the frame shown in FIG. FIG. 12 shows the latch in the open position. FIG. 13A shows the latch in the closed position. FIG. 13B shows the latch of FIG. 13A with the car seat positioned on the latch. FIG. 13C shows the latch of FIG. 13A open for coupling to an automobile seat. FIG. 13D shows the latch of FIG. 13A closed and coupled to the car seat. FIG. 14 is a view showing an automobile seat partially coupled to an automobile seat frame. FIG. 15 is a partial view of the automobile seat and frame shown in FIG. 14 during the connection release procedure. FIG. 16A is a table showing the dimensions of the rear seats of several automobiles. FIG. 16B is a schematic diagram showing the parameters of the rear seat using dimensions from the table of FIG. 16A. FIG. 17 is a diagram showing the minimum value and the maximum value of the dimensions shown in the chart of FIG. 16A. FIG. 18 is a view showing another embodiment of an automobile seat mounting frame provided with an angle adjuster. FIG. 19 is a view showing the automobile seat mounting frame of FIG. 18 in the adjusted position. FIG. 20 is a view showing another embodiment of an automobile seat mounting frame provided with an adjusting member. FIG. 21 is a view showing the automobile seat mounting frame of FIG. 20 in which the adjustment member is in the non-deployed position. FIG. 22 is a view showing the automobile seat mounting frame of FIG. 20 in which the adjustment member is in one deployed position. FIG. 23 is a view showing the automobile seat mounting frame of FIG. 20 in which the adjustment member is in another deployed position. FIG. 24 is a view showing the automobile seat mounting frame of FIG. 20 in which the adjustment member is in another deployed position. FIG. 25 is an assembly view of another embodiment of an automobile seat mounting frame. FIG. 26A is a diagram showing the automobile seat mounting frame of FIG. 25 in the first storage configuration. FIG. 26B is a diagram showing the automobile seat mounting frame of FIG. 25 in the second storage configuration. FIG. 27A is a diagram showing another embodiment of an automobile seat mounting frame shown as installed on a vehicle seat. FIG. 27B is a view showing an automobile seat system including an automobile seat installed on the automobile seat installation frame of FIG. 27A. FIG. 28A is a side view of the automobile seat mounting frame shown in FIG. 27A attached to a vehicle seat with an angle adjuster in a first position. 28B is a side view of the automobile seat mounting frame shown in FIG. 27A attached to a vehicle seat with an angle adjuster in a second position. FIG. 29A is an exploded isometric view of a portion of the automobile seat mounting frame shown in FIG. 27A showing details of the automobile seat frame angle adjuster. FIG. 29B is a diagram showing a part of the automobile seat mounting frame of FIG. 29A, specifically, a tether strap having a coiled configuration. FIG. 30A is an isometric view of a vehicle seat mounting frame shown in a first, fully open configuration. FIG. 30B is an isometric view of the second automobile seat mounting frame shown in a closed configuration. 1 is an isometric view of an automobile seat mounting frame showing a lap belt clamp in an open configuration. FIG. FIG. 27B is an isometric view of the automobile seat mounting frame of FIG. 27A with the cover removed to show details of the latch mechanism. FIG. 32B is an exploded view of the latch mechanism shown in FIG. 32A. 32C is a side cross-sectional view taken along section 32A-32A of the latch mechanism shown in FIG. 32B in a closed state where the vehicle seat is not coupled to the latch mechanism. FIG. 32D is a cross-sectional view of the latch mechanism illustrating a state of the latch mechanism when the automobile seat is first lowered onto the latch mechanism. FIG. 32E is a cross-sectional view of the latch mechanism when the automobile seat is lowered further from the position shown in FIG. 32D and is completely connected to the latch mechanism and the frame. It is sectional drawing of a latch mechanism which shows the state of a latch mechanism when the handle of a latch mechanism is started in order to open a latch. It is sectional drawing of a latch mechanism which shows the state of a latch mechanism when a motor vehicle seat is lifted from the latch mechanism substantially vertically. FIG. 33A is a diagram illustrating an embodiment of an automotive seat mounting system having a frame configured to attach to multiple automotive seats. FIG. 33B shows an alternative embodiment of the automobile seat mounting system of FIG. 33A. FIG. 34A is a diagram illustrating another embodiment of an automotive seat mounting system having a frame configured to attach to multiple automotive seats. FIG. 34B shows an alternative embodiment of the automobile seat mounting system of FIG. 34A. FIG. 35A illustrates another embodiment of an automotive seat mounting system having a frame configured to attach to multiple automotive seats. FIG. 35B illustrates an alternative embodiment of the automobile seat mounting system of FIG. 35A. 36A and 36B are diagrams illustrating an embodiment of a rigid tether connector. FIG. 37A is a diagram showing an embodiment of an automobile seat mounting frame including a rosette hinge mechanism. FIG. 37B shows the automobile seat mounting frame of FIG. 37A in the closed position. FIG. 37C is a partially cutaway view of the rosette hinge mechanism of the automobile seat mounting frame of FIG. 37A.

DETAILED DESCRIPTION An embodiment of an automobile seat 10 is shown in FIG. The automobile seat 10 includes an outer protective shell 20, an inner seat 30, and a suspension system 40. The car seat 10 also includes a harness (not shown) attached to the inner seat 30 to secure the child to the inner seat 30. The harness may be of conventional construction and may extend around the inner sheet 30 and is not directly attached to the outer protective shell 20.

  The inner sheet 30 is connected to the protective shell 20 by the suspension system 40 so that the inner sheet 30 can move (float) slightly with respect to the protective shell 20 as described below. Thus, the outer shell 20 provides support for the seat 30 (via the suspension system 40), but is not rigidly attached to the seat 30. The outer protective shell 20 is suitable for coupling to an automobile seat mounting frame 600 (eg, as shown in FIG. 7 and described in further detail below), as will be described later. It may be coupled to a vehicle seat 700 (eg, FIG. 7).

  In one embodiment, the outer protective shell or frame 20 is a sturdy and light material such as carbon fiber or aramid fiber (such as KEVLAR (a trademark of DuPont, Wilmington, Del.)) Or any other sturdy and light material. Formed from. In one embodiment, the shell 20 is composed of multiple layers of carbon fibers, aramid fibers, or composite materials. In another embodiment, the outer protective shell may be two separate layers of carbon fiber, aramid fiber or composite material (eg, as seen in FIG. 4) sandwiching a honeycomb, foam, or corrugated material (not shown). Formed from). In another embodiment, the shell 20 is composed of one or more of polycarbonate, polypropylene, ABS resin, and glass fiber. One function of the shell 20 is to provide support for the seat 30 via the suspension system 40. Another function of the shell 20 is to provide protection from intrusion by external objects.

  In one embodiment, the shell 20 provides side and rear walls 20a-20c and a front wall 20d that connects the side walls 20a, 20b together in front of the vehicle seat. The rear wall 20c provides a high rear compared to the low front wall 20d. The sidewall is contoured to extend from the rear to the front. The front wall, the rear wall, and the side wall may provide an upper edge 21 and a seat cover may be attached to the upper edge 21 as described below. All walls may be rounded so that there are no edges, and there may not be an accurate depiction of the front, side, and back walls.

  The shell 20 also defines a series of attachment points for attaching the straps (bands) 40a-40h of the suspension system 40. In the embodiment shown in FIG. 1, eight attachment points 24a-24h are defined inside the outer shell 20, including two attachment points 24a, 24b and sidewalls 20a, 20b toward the top of the sidewalls 20a, 20b. Two attachment points 24c, 24d toward the bottom, two attachment points 24e, 24f on the bottom of the front wall 20d of the automobile seat, and two attachment points 24g, 24h on the top of the rear wall 20c are included. In the embodiment shown in FIG. 1, all of the straps 40a-40h are formed as a continuous band. Each band 40a-40h is attached to each of eight attachment points 24a-24h. In at least one embodiment, a length of each band 40a-40h may be in contact with attachment points 24a-24h. Bands 40a-40h may be attached to outer protective shell 20 at respective attachment points 24a-24h by fasteners such as rivets.

  Bands 40a-40h are attached to respective attachment points 30a-30h located on the outer surface of inner sheet 30. Bands 40a-40h may be attached to inner sheet 30 at respective attachment points 30a-30h by fasteners such as rivets. Thus, when each band 40a-40h is connected between the inner sheet 30 and the outer shell 20, each band 40a-40h is in two positions: an attachment point on the inner sheet 30 and an outer protective shell 20. Connected at the attachment point. The continuous band-like configuration of each band 40a-40h allows each band to act like a spring. In one embodiment, the bands 40a-40h may be formed of metals including aluminum and stainless steel. In one embodiment, one or more of the bands 40a-40h may be formed of one or more of plastic, carbon fiber, and composite.

  The outer dimensions of the shell 20 may vary significantly. The shell 20 may have a width between 40 cm and 70 cm, may be narrower or wider, may have a depth between 20 cm and 60 cm, may be shallower or deeper, and may have a height of It may be between 50 cm and 80 cm and may be lower or higher. In one exemplary embodiment, the outer dimensions of the shell are 50 cm (± 5 cm) wide, 28 cm (± 3 cm) deep, and 68 cm (± 7 cm) high.

  The inner seat 30 is shoveled with a relatively high rear, a deep seat area (for the hips), and a slightly raised surface for the thighs and legs. In one embodiment, the inner sheet 30 is a protective sheet formed from a multilayer structure. In one embodiment, the inner sheet includes a flexible hard outer shell layer, a cushioning spacer layer, a uniform foam layer, and an attached fabric or leather layer. The buffer spacer layer does not cover the entire inside of the hard outer shell layer and does not cover the entire outside of the uniform foam layer. The fabric or leather layer can extend beyond the inner sheet and is attached to the edge 21 of the shell 20 but does not prevent the sheet 30 from moving relative to the shell 20. In another embodiment, the multilayer structure of the inner sheet (from outside to inside) includes a rigid outer shell layer, a buffer spacer layer, and a uniform foam layer. An optional plastic, leather, or fabric layer (not shown) may be provided on the foam layer. A separate removable seat cover can be provided that extends over the seat 30 and attaches to the edge 21 of the shell 20. A separate removable seat cover will not prevent the seat 30 from moving relative to the shell 20. The inner sheet structure may be configured to absorb energy transferred from the outer shell by diverting along the detour path.

  All dimensions of the inner sheet 30 are generally selected to be smaller than the dimensions of the shell 20. Thus, the inner sheet 30 is substantially suspended within the shell 20 and is generally protected by the shell 20.

  The structure of the inner sheet 30 and the outer shell 20 may be the same as described in US patent application Ser. No. 13 / 785,555 filed on Mar. 5, 2013, the entire contents of which are as follows: It is incorporated by reference into this disclosure as if set forth in its entirety in this disclosure.

  The suspension system 40 functions to suspend the inner seat 30 relative to the outer shell 20, thereby acting as a shock absorber / isolator between the shell 20 and the seat 30. In one embodiment, the suspension system 40 is an eight-point suspension system having eight straps 40a-40h. Some or all of the straps 40a-40h may be the same length or size.

  The embodiment of the automobile seat 10 described with reference to FIG. 1 provides a highly protective, safe and robust automobile seat system. In particular, due to the suspension system 40, when the vehicle on which the vehicle seat 10 is fixed is in an accident causing sudden acceleration and / or rapid deceleration, the force applied to the shell 20 coupled to the vehicle is 30 and is therefore not applied to the seat 10 occupant. More specifically, in the event of an accident, the inner seat 30 may move inside the shell regardless of the direction the seat 10 is facing, regardless of whether the result is sudden acceleration and / or sudden deceleration. Well, the suspension system 40 may absorb some, much, or all of the energy. The inner seat 30 will swing inside the shell 20 to the extent permitted by the deformation of the straps 40a-40h of the suspension system 40 (it will be appreciated that the fabric or leather cover will readily follow). Therefore, if the impact is sufficiently heavy, the energy applied to the straps 40a to 40h may cause the strap to be elastically and / or permanently deformed. In this case, the inner sheet 30 is translated in addition to swinging. May be. More specifically, during a collision, the inner sheet 30 may press one or more of the straps 40a-40h against the outer shell 20 to bring the attachment points 24a-24h and 30a-30h closer together. it can. Also, the inner sheet 30 can be moved by pulling the straps 40a-40h to move the attachment points 24a-24h away from each other. In any case, the straps 40a-40h can act like a spring that can absorb energy by deforming in response to the force provided by the relative movement between the inner sheet 30 and the outer protective shell 20. Further, the energy applied to the straps 40a-40h can be stored as potential energy during impact, and if the strap does not permanently deform, the strap 40a-40h converts the potential energy into kinetic energy, 40a-40h can be rebounded toward the undeformed initial position shown in FIG.

  Some, most or all of the energy transferred from the shell 20 to the inner seat 30 is absorbed by the seat 10 itself rather than being transferred to the seat occupant. Furthermore, even if the interior of the automobile is displaced due to an accident or an object collides with the automobile seat shell, the shell 20 has a very high strength and remains structurally intact in almost all situations. Therefore, the passenger of the automobile seat 10 is not crushed and is protected by the foam pad of the seat 10. Furthermore, it should be understood that the described automotive seat system is lightweight (eg, less than 4 kg, in some cases about 3 kg).

  FIG. 5 shows a view of the automobile seat 10 viewed from the front side 20d and the bottom side 20f. On the bottom side 20f of the outer protective shell 20, there is formed a concave curved surface 20g that extends laterally between the side portions 20i-20j. The surface 20g and the side portions 20i and 20j define a front recess 20h substantially formed at a corner of the front surface 20d and the outer bottom surface 20f of the outer shell 20. Therefore, the concave curved surface 20g extends from the front wall 20d to the bottom side 20f. Further, the front bar 20k extends between the side portions 20i and 20j across the front recess 20h. As will be described in more detail below, the front bar 20k is configured to engage a hook 602 of the vehicle seat mounting frame 600 (FIG. 6).

  A concave curved surface 20m extending from the side portion 20p to the side portion 20q is also formed on the bottom side 20f of the outer shell 20 opposite to the front concave portion 20h. The surface 20m and the side portions 20p and 20q define a rear recess 20n substantially formed in a corner between the rear wall 20c and the bottom side 20f of the outer shell 20. Further, the rear bar 20r extends between the side portions 20p and 20q across the rear recess 20n. As will be described in more detail below, the rear bar 20r is configured to couple to a latch 601 of the vehicle seat mounting frame 600 shown in FIG. As shown in FIG. 7 and as will be described in more detail below, the vehicle seat 10 is configured to be coupled to a vehicle seat frame 600, and thus indirect for coupling the vehicle seat 10 to a vehicle. A basic linkage system.

  Also, in order to comply with US federal regulations requiring that the automobile seat 10 be configured to be directly coupled to a motor vehicle seat and an airplane seat (without a frame such as the frame 600), the automobile seat 10 is A lap (knee) belt feed clip (not shown) located at the upper edge of the side of the shell 20 and a shoulder belt feed clip (not shown) located outside the rear wall 20c of the outer shell 20. But you can. The lap belt feed clip is configured to feed the lap belt portion of the three-point seat belt of the motor vehicle or the lap belt of the airplane across the automobile seat 10, and the shoulder belt clip is a shoulder belt of the three-point seat belt of the motor vehicle. Configured to send parts. In the case of an airplane, generally only a lap belt is provided. Thus, if no shoulder belt is provided, the aforementioned lap belt shoulder clip is not used to connect the automobile seat 10 to the airplane seat.

  2-4 illustrate an alternative embodiment of a car seat 110 that is similar to the car seat 10 of FIG. 1, with like elements numbered similarly but incremented by “100”.

  The automobile seat 110 includes an outer protective shell 120, an inner seat 130, and a suspension system 140. The car seat 110 also includes a harness (not shown) attached to the inner seat 130 to secure the child to the inner seat 130. The harness may be of conventional construction, may extend around the inner sheet 130 and is not attached to the outer protective shell 120. The protective shell 20 is suitable for being coupled to an automobile seat mounting frame such as the frame 600 (FIG. 6). The inner sheet 130 is coupled to the protective shell 120 by the suspension system 140 so that the inner sheet 130 can move (float) slightly relative to the protective shell 120 as described below. Thus, the outer shell 120 provides support for the seat 130 (via the suspension system 140), but is not rigidly attached to the seat 130.

  In one embodiment, the shell 120 provides side and rear walls 120a-120c and a front wall 120d that connects the side walls 120a, 120b together in front of the vehicle seat 110. The rear wall 120c provides a higher rear compared to the lower front wall 120d. The sidewall is contoured to extend from the rear to the front. The front wall, the rear wall and the side wall may provide an upper edge 121 and a seat cover may be attached to the upper edge 121 as will be described later. All walls may be rounded so that there are no edges, and there may not be an accurate depiction of the front, side, and back walls.

  The shell 120 also defines a series of attachment points 124a-124h for attaching the straps 140a-140h of the suspension system 140. In the illustrated embodiment, eight attachment points 124a-124h are defined inside the outer shell 120, including two attachment points 124a, 124b toward the top of the sidewalls 120a, 120b and the bottom of the sidewalls 120a, 120b. Two attachment points 124c, 124d toward the front, two attachment points 124e, 124f at the bottom of the front wall 120d of the automobile seat, and two attachment points 124g, 124h at the top of the rear wall 120c.

  In the embodiment shown in FIGS. 2-4, the straps 140a-140d are formed as discontinuous strips and the straps 140e-140h are formed as continuous bands. In one embodiment, straps 140a-140h may be formed of metals including aluminum and stainless steel. In one embodiment, one or more of the straps 140a-140h may be formed of one or more of plastic, carbon fiber, and composite. Each band 140e-140h is attached to a respective attachment point 124e-124h, and each strap 140a-140d has a first end attached to the outer protective shell at the corresponding attachment point 124a-124d. In at least one embodiment, a length of each band 140e-140h may be in contact with attachment points 124e-124h. The straps 140a-140h may be attached to the outer protective shell 120 by fasteners such as rivets.

  The straps 140a-140h are attached to the respective attachment points 130a-130h located on the outer surface of the inner sheet 130. The straps 140a-140h may be attached to the inner sheet 130 at respective attachment points 130a-130h by fasteners such as rivets. Specifically, each band 140e-140h is attached to a respective attachment point 130e-130h, and each strap 140a-140d has a second end attached to a corresponding attachment point 130a-130d. In at least one embodiment, a length portion of each band 140e-140h may be in contact with attachment points 130e-130h. Thus, when each strap 140a-140h is coupled between the inner sheet 130 and the outer shell 120, each strap 140a-140h has two positions: one attachment point on the inner sheet 130 and the outer protective shell 120. Connected at one attachment point above.

  The inner sheet 130 may have the same structure as the inner sheet 30 described above. The outer protective shell 120 may have the same structure as the outer protective shell 20 described above.

  FIG. 2 also shows a view of the bottom side 20f of the automobile seat 110. FIG. The outer protective shell 120 has a concave curved surface 120g that is formed on the bottom side 120f and extends laterally between the side portions 120i-120j. The surface 120g and the side portions 120i and 120j define a front recess 120h substantially formed in a 120f corner between the front surface 120d and the outer bottom surface of the outer shell 120. Accordingly, the concave curved surface 120g extends from the front wall 120d to the bottom surface 120f. A front bar 120k extends between the side portions 120i and 120j across the front recess 120h. As will be described in more detail below, the front bar 120k is configured to engage a hook 602 of the automobile seat mounting frame 600 (FIG. 6).

  A concave curved surface 120m extending from the side portion 120p to the side portion 120q is also formed on the bottom side 120f of the outer shell 120 opposite to the front groove portion 120h. The surface 120m and the side portions 120p and 120q define a rear recess 120n substantially formed in the corner of the rear wall 120c and the bottom side 120f of the outer shell 120. Further, the rear bar 120r extends between the side portions 120p and 120q across the rear recess 120n. As will be described in more detail below, the rear bar 120r is configured to couple to a latch 601 of the automobile seat mounting frame 600 shown in FIG. As shown in FIG. 7 and as will be described in more detail below, the automobile seat 10 is configured to be coupled to an automobile seat frame 600, and thus indirect for coupling the automobile seat 110 to a vehicle. A basic linkage system.

  FIG. 8 shows an automobile seat mounting base 600 in which either of the automobile seats 10 and 110 can be removably coupled in the same manner. For ease of discussion, only the automobile seat 10 will be described with respect to the mounting frame 600. However, it will be appreciated that similar elements of the automobile seat 110 that are numbered similar to the automobile seat 10 interact with the frame 600 in the same manner as the elements of the automobile seat 10.

  FIG. 8 shows the frame 600 of FIGS. 6 and 7 in more detail. Frame 600 includes a substantially vertical (within about 25 degrees vertical) portion 603 and a substantially horizontal (within about 25 degrees horizontal) portion 604 extending from each other at a fixed angle. In one embodiment, the angle is approximately 97 degrees (note that the term “approximately” as used herein and in the claims includes ± 3 degrees for the angle). In the embodiment shown in FIGS. 6-8, both the vertical portion 603 and the horizontal portion 604 are generally U-shaped members. Of course, it will be appreciated that in other embodiments of the frame, the horizontal and vertical portions may have other forms than U-shape. For example, the vertical and horizontal portions 603, 604 may be generally planar.

  The frame 600 may be formed from a metal such as aluminum. Of course, in other embodiments, the frame may be formed from other metals such as titanium, or non-metals such as carbon fiber and plastic. Also, the horizontal and vertical portions 604, 603 may be hollow or solid. For example, in one embodiment, the horizontal and vertical portions 604, 603 are formed from tubular aluminum having a wall thickness of about 2 mm and an outer diameter of about 31.75 mm. For the purposes of this disclosure, it should be understood that the term “tubular” does not require that the cross section be circular, as the tubular element can take any of a number of shapes. It is.

  The horizontal portion 604 has a crossbar 605 at the proximal end 606 of the horizontal portion 604. A pair of connectors 607, such as mini connectors, extend from the crossbar 605. The connector 607 can rotate together with the crossbar 605 as shown in FIGS. 6A-6C, for example. The connector 607 is configured to couple to the LATCH anchor of the vehicle seat 700 as shown in FIG. In one embodiment, the vertical and horizontal portions 603, 604 and the crossbar 605 are formed from a metal such as aluminum and may be solid or tubular.

  The vertical part 603 of the frame extends to a height that is higher than half the height of the seat back 700a. In at least one embodiment, the vertical portion 603 extends substantially the entire length of the seat back 700a (eg, greater than about 75%). Without being bound by theory, it is assumed that the extension of the vertical portion 603 along substantially the entire length of the seat back 700a contributes to energy absorption by the automobile seat frame 600 during a vehicle collision. Energy absorption by the car seat frame 600 can reduce the energy given to the car seat 10 and thus to the child seated in the car seat. Thus, the height of the vertical portion 603 is believed to improve the isolation of the vehicle seat 10 from the vehicle, which can reduce energy transfer to the vehicle seat 10 during a vehicle collision.

  Further, the vertical portion 603 of the frame 600 extends substantially upward along the seat back 700a. In this regard, when the vertical portion 603 extends coplanar with the seat back 700a (ie, at an angle of 0 degrees with respect to the seat back 700a), or with a non-zero angle of up to 25 degrees with respect to the seat back 700a. The vertical portion 603 extends substantially upward along the seat back 700a.

  At least one tether 608 extends from the vertical portion 603 to a seat back anchor (not shown). The seat back anchor may be a seat near the top of the seat back 700a (eg, near the headrest), on the back of the seat back 700a itself, or on the seat below the seat back or on the vehicle frame member, as shown in FIG. It may be arranged behind the back 700a. As shown in FIGS. 8 and 9, two tether straps 608 extend upwardly from the vertical portion 603 of the frame and curve around the top of the seat back 700a. The two tether straps 608 are joined together to connect to a third strap 609 that terminates in a connector 610, so that the connector 610 connects to an anchor on the seat 700 or possibly an anchor on the floor inside the vehicle. It is configured. Separating the two tether straps 608 allows the tether straps 608 to fit around a vehicle headrest (not shown) that may extend from the top of the seat back 700a behind the vertical portion 603 of the frame 600. It becomes possible. However, such a headrest is not shown in FIGS. 8 and 9 for ease of illustration.

  The frame 600 has a mounting hook 602 installed between the sides of the horizontal portion 604. Stationary hook 602 is disposed between crossbar 605 and latch 601 at distal end 611 of horizontal portion 604. As shown in FIG. 7 and described in more detail below, the mounting hook 602 and the cross bar 605 are both in the front groove 20h on the bottom side 20f of the automobile seat 10 when the frame 600 and the automobile seat 10 are connected to each other. It is arranged relatively close to fit.

  FIG. 10 shows further details of the hook 602. The hook 602 has a base 602 a connected to the cross plate 612, and the cross plate 612 extends between the sides of the horizontal portion 604 of the frame 600. Each hook 602 extends in a direction from its base 602 a toward the cross bar 605. Each hook has an inner surface 602b that defines a slot 602c, which has a proximal open end 602d opposite the base 602a. Inner surface 602b curves downward and distally from the proximal end of slot 602c. The slot 602c is configured to receive the front bar 20k in alignment with the front bar 20k when the automobile seat 10 is coupled to the frame 600. For example, during the coupling procedure, the front rod 20k is aligned with the proximal open end 602d, and then the automobile seat 10 moves distally and downward toward the horizontal portion 604 of the frame 600 while being guided by the inner surface 602b. Is done. As the forward rod 20k slides distally and downwards within the slot 602c, the forward recess 20h on the bottom side 20f of the automobile seat 10 until the surface 20g is seated on the crossbar 605 or positioned on the crossbar 605. Align with the crossbar 605.

  FIGS. 11A and 11B show further details of the frame 600 and the latch mechanism 601. The latch 601 has an internal hook 601a movable within the slotted passage 601b. As shown in FIG. 11A, the hook 601a is configured to be biased to a position where the passage 601b is blocked or otherwise closed (for example, by a spring (not shown)). As will be described in more detail below, hooks 601a are operable from their blocked or closed positions as shown in FIG. 11B to open passage 601b for insertion or removal of rear rod 20r of automobile seat 10. Can be displaced.

  FIG. 12 shows a cross-sectional view of latch 601 taken along section 12-12 of FIG. As shown in FIG. 12, the latch 601 includes a handle 601c coupled to the hook 601a by a link 601d. The hook 601a is hinged to the latch 601 at the pivot 601e. In FIG. 12, the handle 601c is pulled distally to rotate the hook 601a around the pivot 60le and open the passage 601b. To provide access to the proximally facing surface of handle 601c, the distal surface 60lj of latch 601 may be recessed adjacent to handle 601c. The hook 60a may be biased by a spring or other biasing means as described above so that when the handle 60lc is released, the hooks 601a can return to their closed position shown in FIG. 13A.

  In addition to moving the hook 601a with the handle 601c, the hook 601a is temporarily pushed from the closed position to the open position by being pushed by the rear bar 20r of the automobile seat 10 when the automobile seat 10 is connected to the frame 600. Can be moved to. For example, as shown in FIG. 13A, the hook 601a has a curved or inclined outer surface 60f at the end 601g of the hook 601a. The inclined outer surface 601f extends downward and proximally within the passage 601b. The inclined outer surface 601f is a bearing surface on which the rear bar 20r can act as shown in FIG. 13B.

  Specifically, during the joining procedure of joining the automobile seat 10 to the frame 600, the rear bar 20 can be aligned with the passage 601b as shown in FIG. 13B and pushed down onto the curved surface 601f. By pushing the rear bar 20r onto the inclined outer surface 601f, the rear bar 601b is rotated toward the open position as shown in FIG. 13C. When the rear bar 20r is pushed further downward, the rear bar 20r passes through the inclined outer surface 601f and the biasing force acting on the hooks 601a returns the hooks 601a to their closed position, thereby as shown in FIG. 13D. The rear bar 20r is locked to the latch 601. Pulling the handle 600c in the distal direction moves the hook 601a to the open position, while moving the automobile seat 10 upward and proximally, the front rod 20k slides out of the slot 602c while the rear rod 20r moves. The vehicle seat 10 can be released from the frame 600 by sliding out of the passage 601b.

  Automobile seat 10 and frame 600 provide a relatively quick and easy way to connect and disconnect (or separate) an automobile seat from a vehicle. Before connecting the automobile seat 10 to the frame, the user first connects the frame 600 to the vehicle seat 700 as described above. While connecting the seat 10 to the frame 600, the user positions the car seat 10 on the frame 600 as shown in FIG. The user first aligns and engages the front bar 20k with the opening 602d in the slot 602c of the hook 602 and pulls the seat 10 slightly distally to align the rear bar 20r with the passage 601b in the latch 601. The user then slides the car seat 10 further distally and pushes downward so that the front bar 20k slides down the slot 602c on the surface 602b, while the rear bar 20r pushes the hook 601a as described above. Make it open. When the rear bar 20r is moved further downward, the hook 601a closes as described above, thereby locking the automobile seat 10 to the frame 600. Pulling the handle 600c in the distal direction, while displacing the automobile seat 10 proximally and upward as shown in FIG. 15 to reverse the direction of travel of the automobile seat 10 during attachment to the frame 600 Thus, the automobile seat 10 can be easily disconnected from the frame 600. When the front rod 20k passes through the open end 602d of the slot 602c, the automobile seat 10 can be lifted straight and removed from the vehicle.

  It will be appreciated that different vehicles may have different seat dimensions and different angles between the seat back and the seat. For example, FIG. 16A shows various vehicle rear seat dimensions for a vehicle sample. As seen in FIG. 16B, in the automobile sample listed in FIG. 16A, the angle between the seat back and the seat averages about 103.5 degrees, and the average seat back height h is 33.653 inches. (About 85.479 cm). FIG. 17 further illustrates the vehicle data in the table of FIG. 16, showing the minimum and maximum values of the seat angle and seat depth. For example, the seat angle is in the range of 6.7 degrees to 18 degrees, and the sheet depth is in the range of 17.717 inches (27.165 cm) to 27.165 inches (about 68.999 cm). The data shows that the maximum seat back reclining angle is 25 degrees. Thus, in the vehicle listed in FIG. 16, the maximum angle between the seat back and the bench is 108.3 degrees and the minimum angle between the seat back and the bench is 97 degrees. As described above, in one embodiment, the fixed angle between the vertical portion 603 and the horizontal portion 604 of the frame 600 is approximately 97 degrees. Accordingly, in at least this embodiment of frame 600, frame 600 has a minimum angle that fits between the seat backs and seats of all vehicles in the list of FIG. 16B.

  However, for a vehicle seat configuration in which the angle between the seat and the seat back is greater than approximately 97 degrees, when the frame 600 is placed on the seat 700b with the horizontal member 604, the vertical portion 603 is flush with the seat back 700a. Will not extend. Instead, the vertical portion 603 extends at an angle with respect to the seat back 700a, leaving a gap therebetween. This gap may be undesirable because it may reduce the separation between the vehicle seat 10 and the vehicle when the vehicle seat 10 is coupled to the frame 600. Without being bound by theory, maintaining the vertical portion 603 flush with the seat back 700a may significantly improve the separation between the seat 10 and the vehicle. For example, moving the vertical portion 603 away from the seat back 700a causes the frame 600 to rotate within a range around the connector 607, which is prevented before the vehicle seat contacts the vehicle seat back 700a. Allow acceleration over a certain time without. However, keeping the vertical portion 603 in contact with the seat back eliminates this range of motion.

  Alternative embodiments of the frame 800 are provided to provide frame adjustment for various vehicle seat angles. FIG. 18 shows a frame 800 that is similar to the frame 600 of FIG. 8, with like elements numbered similar but incremented by “200”. The frame 800 includes a vertical portion 803 and a horizontal portion 804 that extends at a fixed angle with respect to the vertical portion. In the embodiment shown in FIG. 18, the fixed angle is approximately 97 degrees. The frame 800 is shown seated on a vehicle seat 900 in which the seat back 900a and the seat 900b make an angle of approximately 97 degrees with respect to each other. Accordingly, the horizontal portion 804 and the vertical portion 803 extend on the same plane as the seat 900b and the seat back 900a, respectively.

  Frame 800 also includes an adjustment member 840 coupled to horizontal portion 804. The adjustment member 840 is coupled to the horizontal portion 804 so as to be pivotable about the shaft 841. As shown in FIG. 18, the adjustment member 840 is positioned on the horizontal portion 804 of the frame 900 so that the upper side of the adjustment member 840 can be positioned above the horizontal portion 804 when the lower side of the adjustment member 840 is flush with the sheet 900. May be swung through. In one embodiment, the adjustment member 840 is biased to rotate downward away from the horizontal portion 804 of the frame 800. For example, a spring may be used to bias the adjustment member 840. In another embodiment, the adjustment member 840 may be manually set at one rotational position around the axis 841 with respect to the horizontal portion 804 and fixed at that position with a fastener or the like.

  FIG. 19 shows the frame 800 of FIG. 18 seated on the seat 1000, which has a seat back 1000a and a seat 1000b that form an angle greater than 97 degrees. As described above, the frame 800 has an angle of 97 degrees between the horizontal portion 804 and the vertical portion 803. Accordingly, if the horizontal portion 804 is positioned on the same plane as the seat 1000b in FIG. 19 without adjusting the angle of the frame 800 with respect to the seat 1000, a gap is generated between the vertical portion 803 and the seat back 1000a. In order to eliminate this gap, the adjustment member 840 is rotated downward about the axis 841 to be sufficient to contact the seat 1000b and rotate the entire frame 800, so that the vertical portion 803 is flush with the seat back 1000a. To be.

  FIG. 20 illustrates another embodiment of a frame 1100 that is similar to the frame 600 of FIG. 8, with like elements numbered similarly but incremented by “500”. Frame 1100 includes a vertical portion 1103 and a horizontal portion 1104 that extends at a fixed angle with respect to the vertical portion. In the embodiment shown in FIG. 20, the fixed angle is approximately 97 degrees.

  Frame 1100 also includes an adjustment member 1140 coupled to horizontal portion 1104. The adjustment member 1140 is coupled to the horizontal portion 1104 so as to be pivotable about the pivot 1141. The adjustment member 1140 may swing downward from the horizontal portion 1104 of the frame 1100 to adjust the angle between the vertical portion 1103 and the vehicle seat back. The adjustment member 1140 may be biased to rotate downwardly away from the horizontal portion 1104 of the frame 1100. For example, a spring may be used to bias the adjustment member 1140. Further, the adjustment member 1140 may be manually set at one position with respect to the horizontal portion 1104 and fixed at the position with a fixture or the like.

  As shown in FIG. 21, the adjustment member 1141 may be completely hidden by the horizontal portion 1104 of the frame 1100 in the non-deployed position. For example, if the angle between the horizontal portion 1104 and the vertical portion 1103 of the frame 1100 is the same as the angle between the vehicle seat back and the seat, the angle adjustment is not necessary, so the adjustment member 1140 is As shown in FIGS. 20 and 21, it remains hidden in its undeployed position. In the undeployed position, the adjustment member 1140 does not extend from the lower side 1104a of the horizontal portion 1104 of the frame 1100 so that the orientation of the frame 1100 relative to the seat on which the frame is seated does not change.

  FIGS. 22-24 show the adjustment of the frame 1100 on three different vehicle seats, the angle between the seat back and the seat changing, both between the horizontal portion 1104 and the vertical portion 1103, That is, it is larger than 97 degrees.

  In FIG. 22, the angle between the seat back 1200a and the seat 1200b of the vehicle seat 1200 is 100.5 degrees. In order to adjust the greater angle of the vehicle seat, the adjustment member 1141 is rotated downward about the pivot 1141 from the horizontal portion 1104 until the vertical portion 1103 is flush with the seat back 1200a. In FIG. 22, the adjustment member 1140 rotates the vertical portion 1103 counterclockwise by 3.5 degrees so that the vertical portion 1103 is flush with the seat back 1200a.

  In FIG. 23, the angle between the seat back 1300a and the seat 1300b of the vehicle seat 1300 is 103 degrees. To adjust the greater angle of the vehicle seat 1300, the adjustment member 1141 is rotated downwardly about the pivot 1141 from the horizontal portion 1104 until the vertical portion 1103 is flush with the seat back 1300a. In FIG. 23, the adjustment member 1140 rotates the vertical portion 1103 counterclockwise by 6 degrees so that the vertical portion 1103 is flush with the seat back 1300a.

  In FIG. 24, the angle between the seat back 1400a and the seat 1400b of the vehicle seat 1400 is 107 degrees. To adjust the greater angle of the vehicle seat 1400, the adjustment member 1141 is rotated downwardly about the pivot 1141 from the horizontal portion 1104 until the vertical portion 1103 is flush with the seat back 1400a. In FIG. 24, the adjustment member 1140 rotates the vertical portion 1103 counterclockwise by 10 degrees so that the vertical portion 1103 is flush with the seat back 1400a.

  Although the adjustment member 840 of the frame 800 and the adjustment member 1140 of the frame 1100 have been described as being coupled to and deployed from the horizontal portions 804 and 1104, respectively, such adjustment members 840 and 1140 are alternatively , May be coupled to and deployed from vertical portions 803 and 1103 of frames 800 and 1100, respectively.

  FIG. 25 shows another embodiment of a frame 1300 that is similar to frame 600 of FIG. 8, with like elements numbered similarly but incremented by “700”. The frame 1300 includes a vertical portion 1303 and a horizontal portion 1304 that extends at a fixed angle with respect to the vertical portion 1303. In the embodiment shown in FIG. 25, the fixed angle is approximately 97 degrees. The frame 1300 also has a latch 1301 for coupling to a vehicle seat such as the vehicle seats 10 and 110 and a mini connector 1307 for coupling to a LATCH vehicle anchor as described above.

  The vertical portion 1303 is separable from the frame 1300 as shown in FIG. As shown in FIG. 25, the vertical portion 1303 is formed as a generally U-shaped member having a tubular free end 1303a. The vertical portion extends from the free end 1303a to the distal end 1303b. End 1303a is slightly tapered to fit snugly within slightly larger open tubular end 1350a of corner portion 1350 of frame 1300. The corner portion 1350 extends from a crossbar 1305 that extends across the side of the horizontal portion 1304 at its proximal end and is generally arranged as a U-shaped member. A locking mechanism that holds the vertical portion 1303 and the corner portion 1350 together when the vertical portion 1303 and the corner portion 1350 are joined together may be incorporated into the vertical portion 1303 and / or the corner portion 1350. For example, the vertical portion 1303 may be locked to the corner portion 1350 using one or more spring-loaded pins between the ends 1303a and 1350a, such as for storage of the frame 1300. When the user wants to separate them, the pins may be used (eg, by pushing them against the spring force) to unlock these portions.

  In this regard, FIGS. 26A and 26B show two housed configuration frames 1300 for travel or storage. In FIG. 26A, the vertical portion 1303 is housed in the first configuration above the horizontal portion 1304. When in the first retracted configuration, end 1303 a is adjacent to end 1350 a and distal end 1303 b is adjacent to the top side of latch 1301. In FIG. 26B, the vertical portion 1303 is housed in a second configuration below the horizontal portion 1304. When in the second retracted configuration, end portion 1303 a is adjacent to connector 1307 and distal end 1303 b is adjacent to the bottom side of latch 1301.

  It will be appreciated that in at least one other embodiment, other portions of the frame 1300 may be separable in addition to or instead of the vertical portion 1303. For example, the horizontal portion 1304 may be separable from the crossbar 1305.

  FIG. 27A shows an embodiment of an automotive seat mounting frame 2000 shown installed on a vehicle seat 2010 having a horizontal seat 2010a and a seat back 2010b. The frame 2000 includes a vertical portion 2003 and a horizontal portion 2004 that extends at an angle with respect to the vertical portion 2003. In the embodiment shown in FIG. 27A, the angle is approximately 97 degrees. The frame 2000 has a set of rear and front latches 2001a and 2001b that couple the vehicle seat 2020 (FIG. 27B) to the frame 2000, which can be configured similar to the vehicle seats 10 and 110 described above. Configured. The frame 2000 has an angle adjuster 2008 for adjusting the angle of the frame 2000 with respect to the vehicle seat 2010, as will be described in more detail later. The angle adjuster 2008 may also include a tether strap 2009 that is coupled to the tether connector 2011. The tether strap 2009 includes an adjustment buckle 2009a as shown in FIG. 27A to tighten the tether strap 2009 after the tether strap 2009 is coupled to the vehicle's tether anchor. The frame 2000 may also have a cover 2006, which will be described in more detail below.

  FIG. 27B shows the vehicle seat mounting frame 2000 of FIG. 27A without the vehicle seat 2010 but with the vehicle seat 2020 seated and coupled to the frame 2000. Frame 2000 has a mini-connector 2007 for coupling to a vehicle LATCH anchor as described above. Connectors 2007 may be spaced about 11 inches laterally (horizontal), which is the standard for LATCH vehicle anchors. Connector 2007 may be withdrawn for use as shown in FIG. 27B or may be withdrawn in the direction of arrow A in FIG. 27B for storage. 27 Pulled in the direction of arrow A. As shown in FIG. 27B, the automobile seat 2020 is oriented so that the occupant of the automobile seat 2020 faces the vertical portion 2003 of the frame 2000 (ie, backwards of the vehicle).

  The adjuster 2008 is shown as a generally cylindrical member that extends horizontally across the top of the vertical portion 2003 of the frame 2000. The adjuster 2008 may be configured to rotate eccentrically with respect to the horizontal axis AA (FIG. 27A) and lock in a position rotated with respect to the axis. In one embodiment, adjuster 2008 may be adjusted up to 180 degrees about axis AA.

  FIG. 28A is a side view of an automobile seat mounting frame 2000 with the angle adjuster 2008 rotated and locked in a first position such that the horizontal portion 2004 of the frame 2000 is substantially flush with the vehicle seat 2010a. is there. In the first position of adjuster 2008 shown in FIG. 28A, most of adjuster 2008 is positioned in front of axis AA and vertical portion 2003 of frame 2000. FIG. 28B shows the frame 2000 adjusted to fit a vehicle in which the angle between the seat back 2010b 'and the seat 2010a' is greater than the angle between the seat back 2010b and the seat 2010a of FIG. 28A. Most of the adjuster 2008 is between the seat back 2010b ′ and the vertical portion 2003 of the frame 2000 (ie, axis A) so that the horizontal portion 2004 of the frame 2000 is substantially flush with the vehicle seat 2010a ′ of FIG. The adjuster 2008 is rotated and locked at the second position located behind (-A).

  Although the adjuster 2008 is shown coupled to the vertical portion 2003 of the frame 2000, it will be understood that it may alternatively be coupled to the horizontal portion 2004 of the frame 2000, eg, its front end. Thus, the angle between the vertical portion 2003 and the vehicle seat back 2010a can be adjusted by adjusting the adjuster installed horizontally.

  FIG. 29A shows an exploded isometric view of the adjuster 2008 shown in FIGS. 27A-28B. To lock adjuster 2008 in a position relative to axis AA, a locking device 2200 may be attached to the frame as shown in FIG. 29A. The locking device may include at least one sprocketed hub 2201 for engaging or disengaging a sprocketed mating peripheral surface 2008a defined on the side (s) of the adjuster 2008. Further, it is configured to selectively move in the axial direction along the axis AA. The hub 2201 may have a handle 2201a that is gripped by the user to slide the hub 2201 for selective engagement or disengagement. As shown in FIG. 29A, the hub 2201 is disengaged from the surface 2008a of the adjuster 2008 so that the adjuster can rotate eccentrically about the axis AA. When adjuster 2008 is rotated to a position about axis AA so that horizontal portion 2004 of frame 2000 is substantially flush with vehicle seat 2010b, the user engages surface 2008a of adjuster 2008. Thus, the hub 2201 may be selectively slid to lock the adjuster 2008 at the adjusted position. The hub 2201 may be spring biased so that axial movement of the hub 2201 can be biased toward the engaged or locked position so that when the handle 2201a is released by the user, the hub 2201 is spring loaded. Energized to engage the surface 2008a of the adjuster 2008 and automatically lock the adjuster 2008 in a position about axis AA. Also, as shown in FIG. 29B, there may be a hub 2201 and a surface 2008a on either side of the adjuster 2008, thereby providing additional resistance to rotation of the adjuster 2008 when the adjuster 2008 is locked in place. Can be done.

  FIG. 29B also shows the tether strap 2009 wound as a spool in the retracted position about the retractor 2014 partially accommodated by the adjuster 2008. More specifically, the retractor is disposed in an annular groove formed in the adjuster 2008. The retractor 2014 may be embodied as a lock-type retractor when the frame 2000 is installed on the vehicle and when the tether strap 2009 is extended and connected to the vehicle's tether anchor, it is fixed to the tether strap 2009. May be configured to apply the following tension. Alternatively, the retractor 2014 may be an unlocked retractor or simply a winding spool.

  The frame 2000 may be prefabricated or foldable, such as for ease of storage and travel. For example, FIG. 30A is an isometric view of a car seat mounting frame 2000 shown in a first, fully open configuration, and FIG. 30B is a car seat reconfigured in a second, fully closed or folded configuration. FIG. 6 is a diagram showing an installation frame 2000. Frame 2000 may have one or more hinged latches 2030 to selectively control the reconfiguration of frame 2000 between an open configuration and a closed configuration. The latch 2030 is configured to disengage a holding mechanism (not shown) for holding the frame 2000 in an open position and / or a closed position. To disengage the retention mechanism, the latch (s) 2030 may have a button 2030a that is activated by the user, as shown in FIG. 30A. As shown in FIG. 30A, two latches 2030 are provided on the opposite side of the vertical portion 2003 of the frame 2000. The user may depress the button 2030a of the latch 2030 to disengage the aforementioned holding mechanism that holds the vertical portion 2003 in its upright position shown in FIG. 30A. When the latch 2030 is pushed down, the vertical portion 2003 is lifted in the direction of arrow A until the stop 2030b of the vertical portion 2003 engages the upper end of the slot 2030c, and then the vertical portion 2003 is directed in the direction of arrow B toward the horizontal portion 2004. By rotating (folding) around the stopping portion 2030b so that the frame 2000 takes the second closed configuration shown in FIG. 30B, the vertical portion 2003 can reconfigure the closed configuration.

  In the closed configuration, adjuster 2008 may be in contact with surface 2006a of cover 2006. To reconfigure the frame 2000 from the closed configuration to the open configuration, the user may reverse the steps for closing the frame, i.e., rotate the vertical portion 2003 in the opposite direction to the arrow B and then the vertical portion. 2003 may be lowered in the direction opposite to arrow A until the latch 2030 engages the holding mechanism.

  When in the closed configuration, frame 2000 is held in the closed configuration by a releasable strap, clip, or other releasable means (not shown) that connects vertical portion 2003 and horizontal portion 2004 to a fixed relative position. May be. Alternatively, in one embodiment, the latch (s) 2030 (s) automatically re-engage with the retention mechanism when the frame 2000 is in a closed configuration to prevent the frame 2000 from unintentionally opening. It may be configured to. In such an embodiment, in order to reconfigure the frame 2000 from the closed configuration shown in FIG. 30B to the open configuration shown in FIG. 30A, for example, by depressing the button 2030a to disengage the holding mechanism, It may be activated again so that the vertical part 2003 can be rotated and lowered as described above.

  The frame 2000 may be configured to be coupled to the vehicle by either a mini-connector 2007 or a vehicle seat belt strap (not shown) that is part of the vehicle. The vehicle seat belt strap may be used to connect the frame 2000 in a vehicle that does not have a LATCH anchor. As shown in FIG. 31, the frame cover 2006 is configured to receive a lap belt of a vehicle seat belt (not shown) and set the route of the lap belt horizontally across the frame cover 2006. A belt passage 2017 is defined. Access to the passage 2017 may be provided by selectively positioning a lap belt clamp 2016 that is pivotally coupled to the frame 2000. When the connector 2007 is to be used, the lap belt clamp 2016 is positioned in a retracted configuration that partially blocks access to the passageway 2017, as shown, for example, in FIG. 27A. When the connector 2007 is not used, the lap belt clamp 2016 may be rotated away from the horizontal base 2004 as shown in FIG. 31 to allow entry and positioning of the lap belt across the passage 2017. To assist in holding the lap belt in the lap belt path after the lap belt is connected to the corresponding seat belt connector of the vehicle and the belt is positioned horizontally in the path 2017, a lap belt clamp 2016 is provided. It may be rotated downward on the lap belt in 2017. When the automobile seat 2020 is connected to the frame 2000, the automobile seat 2020 prevents the ramp belt clamp 2016 from opening. Otherwise, when the automobile seat 2020 is not connected to the frame 2000, the lap belt clamp 2016 may be opened.

  FIGS. 32A-32D illustrate the frame 2000, or a portion thereof, with the cover 2006 (eg, FIG. 31) removed to facilitate illustration of the latch mechanism 2031, the details of which are further detailed. It will be described later.

  As shown in FIG. 32B, the latch mechanism 2031 includes a rear latch 2001a, a front latch 2001b, and a link 2032, and the link 2032 operably couples the rear latch 2001a to the front latch 2001b. Make sure the latches work together. The forward latch 2001b is pivotally connected to the forward bracket 2035 by a shaft 2041. The front bracket 2035 is fixedly connected to the horizontal portion 2004 of the frame 2000. The rear latch 2001a is pivotally connected to the rear bracket 2034 by a shaft 2040. The bracket 2034 is fixedly connected to the horizontal portion 2004 of the frame 2000. The link 2032 and thus the front and rear latches 2001b and 2001a are biased by a spring 2039, which is also coupled to the horizontal portion 2004 of the frame 2000. The front and rear latches 2001b and 2001a are configured to couple to features (mechanisms) on the underside of an automobile seat such as the automobile seat 2020. In this regard, the bottom of the automobile seat 2020 may have the same configuration as shown in FIG. 5 so that the automobile seat 2020 can have the rear bar 20k and the front bar 20r as described above. Accordingly, in such a configuration, the front latch 2001b is configured to selectively couple to the front bar 20r at the bottom of the automobile seat 2020, and the rear latch 200a is selective to the rear bar 20k at the bottom of the automobile seat 2020. Configured to bind to. As will be described in more detail below, the front and rear latches 2001b and 2001a are used when the automobile seat 2020 moves onto the latches 2001b and 2001a vertically downward (i.e., in a direction substantially perpendicular to the horizontal base 2004). The vehicle seat 2020 is configured to be coupled to the respective front and rear bars 20r and 20k.

  Latches 2001a and 2001b are operably coupled to a plurality of handles 2033 and 2053 that selectively activate latches 2001a and 2001b from the closed position shown in FIG. 32B to the open position shown in FIG. 32A ( That is, it is configured to rotate. For example, as will be described in more detail below, when the automobile seat 2020 is connected to the latch mechanism 2031, the latch 2001 a is pushed by pushing down the upper handle 2033 and pulling up the lower handle 2053 at the front end of the horizontal portion 2004 of the frame 2000. And 2001b may be opened (the car seat 2020 may then be released from the frame 2000). When the latches 2001a and 2001b are opened, the automobile seat 2020 may be lifted vertically upward (ie, in a direction substantially perpendicular to the horizontal base 2004) away from the horizontal base 2004 of the frame 2000. Activating the release mechanism 2031 with both handles 2033 and 2053 causes some type of damage to the release mechanism 2031, in particular damage to the spring 2039 that could potentially occur during a vehicle collision Thus, the latches 2000a and 2001b may be unintentionally released to protect the automobile seat 2020 from separating from the frame 2000. In the embodiments described in this disclosure, the handles 2033 and 2053 are configured to move substantially in the vertical direction substantially perpendicular to the lateral movement of the latches 2001a, 2001b and the link 2032. This is due to the movement of the handles (2033 and 2053) in the direction (vertical direction) across the open direction of the movement (horizontal) of the latches 2001a and 2001b and the link 2032 (this occurs during a vehicle collision). Is an unexpected scenario)), which additionally protects (isolates) the unintentional release of the release mechanism 2031 in the event of damage to the 2031 mechanism.

  32C to 32G show a series of steps for connecting and disconnecting the automobile seat 2020 to and from the latch mechanism 2031 of the frame 2000. FIG. 32C shows a state of the latch mechanism 2031 when the automobile seat 2020 is released from the frame 2000. In this configuration, latches 2001a and 2001b are shown in their closed positions. As described above, the front latch 2001b is configured to receive, capture and release the front bar 20r of the automobile seat 2020. The front bracket 2035 defines a vertical slot 2035a configured to receive the front bar 20r. The front latch 2001b has an upper cam surface 200lb1 that is in the blocking position in the vertical slot 2035a at the position shown in FIG. 32C. The forward latch 2001b also defines a retention slot 2038 that is oriented to substantially traverse the vertical slot 2035a. The front latch 2001b is connected to the link 2032 via a rod 2046 so that the front and rear latches 2001b and 2001a can move simultaneously. The front latch 2001b is configured to rotate from its closed position to an open position that does not block the entry of the front bar 20r through the slot 2035 when the front bar 20r vertically falls on the cam surface 200lb1 of the front latch 2001b. Is done.

  FIG. 32C shows an upper handle 2033, which has a front portion 2033a and a rear portion 2033b extending at an angle to each other. The front latch 2001b has a notch 2045 (FIG. 32E) that selectively engages and disengages the rear portion 2033a of the handle 2033, as will be described in more detail below. Upper handle 2033 is configured to pivot about axis 2042. The spring 2050 biases the upper handle 2033 to the position shown in FIG. 32C. As shown in FIG. 32C, when the rear portion 2033a is disengaged from the notch 2045 (FIG. 32E) of the front latch 2001b, the front latch 2001b is free to rotate away from its closed position. However, as shown in FIG. 32E, when the rear portion 2033a of the handle 2033 engages the notch 2045 (FIG. 32E) of the front latch 2001b, the front latch 2001b is prevented from rotating away from its closed position.

  The spring-biased lever 2044 is connected to the bracket 2035 so as to be pivotable about the shaft 2043 and is configured to engage with the rear portion 2033a of the upper handle 2033. The lever 2044 is spring-biased so as to rotate upward in the counterclockwise direction and engage with the lower side of the rear portion 2033a of the upper handle 2033, as shown in FIG. 32C. Further, the upper handle 2033 is biased by a spring 2050 so as to rotate counterclockwise. However, when the lever 2044 is positioned as shown in FIG. 32C, the lever 2044 overcomes the spring force of the spring 2050 and the upper handle 2033, more specifically the rear portion 2033a, engages the notch 2045 of the front latch 2001b. To stop doing. 32C, when the lever 2044 is received in the slot 2035a as shown in FIG. 32D, the lever 2044 contacts the front bar 20r, and the lever 2044 rotates clockwise to move the upper handle 2033. The lever 2044 traverses the plane defined by the vertical slot 2035a so that it is disengaged from engagement with the rear portion 2033a.

  As shown in FIGS. 32B and 32C, the rear latch 2001 a is connected to the link 2032 via the rod 2037. The link 2032 and the rod 2037 are connected to the spring 2039. The rear bracket 2034 defines a vertical slot 2034a for receiving the rear bar 20k. The rear latch 2001a has an upper cam surface 2001a1 that blocks access to the vertical slot 2034. The rear latch 2001a defines a retention slot 2036, and the retention slot 2306 is oriented to generally traverse the vertical slot 2034a and is configured to receive and capture the rear bar 20k within the vertical slot 2034.

  As shown in FIG. 32C, the latch mechanism 2031 is configured to receive the automobile seat 2020 in the vertical direction indicated by the arrow A. Specifically, as described above, the front latch 2001b is released from the rear portion 2033b of the upper lever and freely rotates. Considering the link 2032 between the latches 2001a and 2001b, the rear latch 2001a freely rotates together with the front latch 2001b.

  As shown in FIG. 32 (D), when the automobile seat 2020 is vertically lowered onto the latches 2001a and 2001b, the rear bar 20k is lowered vertically, and is engaged with the cam surface 200a1al of the rear latch 200a. The front bar 20r is lowered in the vertical direction and engaged with the cam surface 200lb1 of the front latch 2001b. By these engagements, the rear latch 2001a and the front latch 2001b are rotated in the direction of arrow B, and the rear bar 20k is further moved. A vertical slot 2034a is opened for passage and a vertical slot 2035a is opened for further passage of the front bar 20r. When the front bar 20r pushes the front latch 2001b, the front latch 2001b rotates so as to be out of the blocking position, and the front bar 20r freely moves further downward in the vertical slot 2035a.

  When the rear bar 20k is lowered from the position shown in FIG. 32D, the rear bar 20k passes through the retaining slot 2036 of the rear latch 2001a, at which point the spring-biased rear latch 2001a crosses the vertical slot 2034a. Rotate back in the direction opposite to arrow B so that the rear bar 20k is captured between the holding slot 2036 and the vertical slot 2034, and the rear bar 20k is moved vertically as shown in FIG. 32E. Stop coming off. Further, when the front bar 20r is lowered from the position shown in FIG. 32D, the front bar 20r comes into contact with the lever 2044 and rotates the lever 2044 clockwise to release the engagement with the rear end 2033 of the upper handle 2033. To do. Then, when the bar 20r moves further downward in the vertical slot 2035a, the front bar 20r is received in the holding slot 2038, at which point the spring-loaded latch 2001b crosses the vertical slot 2035a and is opposite arrow B. And the front bar 20r is held between the holding slot 2038 and the vertical slot 2035a as shown in FIG. 32E. Although the movements of latches 2001a and 2001b have been described separately, it will be understood that both latches move together and the closure of the latch occurs substantially simultaneously.

  When the lever 2044 is disengaged from the rear portion 2033a of the upper handle 2033, the spring-biased upper handle 2033 freely rotates counterclockwise from the position shown in FIG. 32D to the position shown in FIG. 32E, where the rear portion 2033a engages the notch 2045 of the forward latch 2001b, thereby limiting the rotation of the forward latch 2001b. Accordingly, FIG. 32E shows a state of the latch mechanism 2031 when the automobile seat 2020 is completely connected to the frame 2000.

  As shown in FIG. 32E, when the automobile seat 2020 is connected to the frame 2000, the upper handle 2033 is positioned at the raised position, and the lower handle 2053 is positioned at the lowered position. The lower handle 2053 is pivotally connected to the front bracket 2035 by a shaft 2051. Lower handle 2053 is also pivotally connected to link 2032 by shaft 2052.

  Both upper and lower handles 2033 and 2053 are activated to release the car seat 2020 from the latch mechanism 2031. As described above, when the automobile seat 2020 is attached to the frame 2000, the front latch 2001b is locked in its closed position and cannot rotate about the shaft 2014. This is because the rear portion 2033 a of the upper handle 2033 is engaged with the notch 2045. Further, as described above, the front and rear latches 2001b and 2001a are configured to move together due to their fixed coupling by the link 2032. Thus, locking the front latch 2001b further locks the rear latch 2001a in its closed position.

  To unlock the front latch 200lb and thereby unlock the rear latch 200a via the link 2032, as shown in FIG. 32F, the upper handle 2033 is rotated clockwise (i.e., downward) to produce the rear portion 2033a. May be detached from the notch 2045 of the front latch 2011b. When the latches 2001a and 2001b are unlocked, the lower handle 2053 may be rotated counterclockwise (ie, upward) about the axis 2051 and the latches 2001a and 2001b may be rotated to their open positions. Specifically, when the lower handle 2053 is rotated upward about the axis 2051, the lower handle 2053 moves the link 2032 forward away from the rear bracket 2034, thereby causing the front and rear latches 2001b and 2001a to move. Both are rotated simultaneously to their open position as shown in FIG. 32F.

  When the latches 2001a and 2001b are in their open positions, the automobile seat 2020 may be lifted vertically upward and separated from the frame 2000, as shown in FIG. 32G. When the automobile seat 2020 is lifted in the vertical direction, the front bar 20r is lifted away from the lever 2044, and the lever 2044 rotates upward about the axis 2043 as shown in FIG. 32G. When the automobile seat 2020 is separated from the frame 2000, the latch mechanism 2031 returns to the state shown in FIG. 32C.

  FIG. 33A shows an embodiment of an automobile seat mounting system 3000 for multiple automobile seats, such as the automobile seat 2020 described above. As shown in FIG. 33A, the single frame 3300 is configured to include the plurality of latch mechanisms 2031 described above, and each latch mechanism is configured to be removably coupled to a corresponding automobile seat 2020, of which Two are shown in FIG. 33A. In the embodiment shown in FIG. 33A, the frame 3300 is configured to connect to up to three automobile seats arranged side by side. The frame 3300 has a vertical portion 3303 and a horizontal portion 3304 coupled to a lateral frame member 3305, which may fix the angle between the vertical portion 3303 and the horizontal portion 3304. . Such a fixed angle may be, for example, about 97 degrees.

  The frame 3300 has a plurality of mini connectors 3307 extending from the lateral frame member 3305. Specifically, in the embodiment shown in FIG. 33A, the frame 3300 is provided with four connectors 3307 arranged symmetrically across the frame 3300 (two connectors are visible in FIG. 33A and two are Hidden in the two car seats 2020 shown there). The two visible connectors 3307 shown in FIG. 33A are about 11 inches apart, which is the standard spacing for vehicles with LATCH anchors. Although four connectors 3307 may be provided, in other embodiments, fewer than four connectors, such as only two connectors (eg, one connector at each end of lateral frame member 3305) may be provided in frame 3300. May be provided. Frame 3300 also includes at least one adjustable tether strap 3308 and tether connector 3309 for securing vertical portion 3303 of frame 3300 to the vehicle (not shown in FIG. 33A). Three tether strap 3308 / connector 3309 pairs are shown in the example shown in FIG. 33A. However, fewer pairs may be provided or used (depending on the configuration of the vehicle on which the frame 3300 is installed).

  In the embodiment of the frame 3300 shown in FIG. 33A, the vertical portion 3303 is a unitary assembly that is coextensive laterally with the horizontal portion 3304 of the frame 3300. An alternative embodiment for the structure of the frame 3300 is shown in FIG. 33B. Another embodiment of the frame is shown in FIGS. 34A and 34B. Here, an alternative configuration of the vertical portion 3303 of the frame 3300 is embodied.

  FIG. 33B shows a frame 3300 'that differs from frame 3300 in that the dimensions of the lateral frame can be adjusted to accommodate multiple vehicles with different seat widths. Those elements that differ from the embodiment of FIG. The vertical portion 3303 ', the lateral frame member 3305', and the horizontal portion 3304 'may be separable along the plane indicated by the dashed line AA in FIG. 33B. The vertical portion 3303 ′, the transverse frame member 3305 ′, and the horizontal portion 3304 ′ may be formed from a tubular metal that is dimensioned to be cut along line AA and tubular. A spacer 3310 ′ may be attached, and the tubular spacer 3310 ′ may be connected between the cut ends of the frame 3300 ′ to separate the cut portions. Thus, adding such a tubular spacer may increase the width of the frame, and removing such a spacer may decrease the width of the frame. The spacing between LATCH anchors is standardized at about 11 inches (about 28 cm), so adjusting the frame width is especially when the width of the central vehicle seat of various vehicles is variable between different models of vehicles. In addition, it may help align the pair of connectors 3307 on each side of the frame.

  In another embodiment, the connector 3307 may be positionable laterally relative to the lateral frame member 3305. For example, the lateral frame member 3305 may incorporate a rail or track, or may be coupled to the rail or track such that the connector 3307 may be located near the anchor position of the vehicle seat. In addition, the connector may be allowed to slide relative to the frame member 3305.

  FIG. 34A shows a frame 3400 having a vertical portion 3403 and a horizontal portion 3404 joined by a lateral frame member 3405. Horizontal portion 3404 is shown having the same configuration as horizontal portion 3303 of FIG. 33A. However, the vertical portion 3403 is different from the vertical portion 3303 in FIG. 33A. Specifically, in the embodiment shown in FIG. 34A, the vertical portion 3404 includes three removable frame members 3403a, 3403b, 3403c, which are frame members 3403a, 3403b, 3403c. And is configured to be attached to the lateral frame member 3405 at the end thereof. Although three frame members 3403a, 3403b, 3403c are shown coupled to the lateral frame member 3405 in FIG. 34A, it will be appreciated that fewer than three frame members may be coupled. For example, in one embodiment, the central frame member 3403b may be omitted, leaving only the side frame members 3403a and 3403c. In yet another embodiment shown in FIG. 34B, the side frame members 3403a and 3403c may be omitted and only the central frame member 3403b may remain connected.

  FIG. 35A illustrates yet another embodiment of an automobile seat system 3501 that includes an automobile seat mounting frame 3500 and a plurality of automobile seats 2020 (for simplicity of illustration, only one automobile seat 2020 is shown in FIG. 35). Show. The frame 3500 is configured similarly to the frame 3400 of FIG. 34A. However, the lateral dimension of the frame 3500 is reduced compared to the lateral dimension of the frame 3400 to support only two automobile seats 2020 instead of three. Specifically, the frame 3500 has a vertical portion 3503 and a horizontal portion 3504 joined together by a lateral frame member 3505, the lateral frame member 3505 having the vertical and horizontal portions 3503 and 3504 at 97 degrees. Join at a fixed angle. The horizontal portion 3504 includes a latch mechanism 2031 for removably connecting the automobile seat 2020 to the frame 3500. The vertical portion 3504 of the frame 3500 includes two frame members 3503a and 3503b configured similarly to the frame members 3403a, 3403b, and 3403c of FIG. 34A.

  As shown in FIG. 35A, the mini-connectors 3507a and 3507b extend from both ends of the lateral frame member 3505. This arrangement may be useful for vehicles having a LATCH anchor dedicated to the center seat. Alternatively, in one embodiment, connector 3507b is mounted on lateral frame member 3505 so that both connectors 3507a and 3507b can be coupled to a corresponding set of anchors in a vehicle that does not have a dedicated central anchor. The connector 3507a may be about 11 inches (about 28 cm) away from the connector 3507a.

  FIG. 35B shows an alternative configuration of the transverse frame member 3505 and frame members 3503a and 3503b of the frame 3500. Specifically, in FIG. 35B, the frame 3500 ′ is similar to FIG. 35A in that the vertical portion 3503 ′ of FIG. 35B is formed as a single frame member instead of the two frame members 3503a, 3503b of FIG. Different from the frame 3500. Although not shown in FIGS. 33-35B, frames 3300, 3400, 3500 and 3500 ′ are frame angle adjustment devices described in this disclosure to adjust the orientation of these frames relative to the vehicle seat to which they are coupled. Any of these may be incorporated.

  FIGS. 36A and 36B also show two embodiments of rigid tether attachments. FIG. 36A shows a rigid tether attachment 3600 that may be used with the angle adjuster 2008 described above. For example, the rigid tether attachment 3600 may be substituted for the tether strap coil 2009 described above with respect to FIG. 29B. The rigid tether attachment 3600 may be pivotally attached to the angle adjuster 2008 as shown in FIG. 36A. The rigid tether attachment 3600 includes a cuff (cuff) 3601 that surrounds an axial shaft (not shown) via an adjuster 2008. The shaft and cuff 3601 extend along the eccentric axis AA of the angle adjuster 2008. Rigid tether attachment 3600 includes a rigid vertical portion 3602 having an adjustable length (ie, the vertical dimensions of FIGS. 36A and 36B can be adjusted). The vertical portion 3602 has a grooved strap 3602a and a positionable length adjuster 3602b. By way of example only, the grooved strap 3602a may be formed from rigid plastic or metal. The vertical portion 3602 extends from the first end 3603 of the cuff 3601 to the hinged second end 3607 of the length adjuster 3602b. The length adjuster 3602b selectively engages one or more grooves in the strap 3602a to position and lock the length adjuster 3602b in any position along the length of the strap 3602a. Or configured to detach. Length adjuster 3602b may be configured with a push button for selectively engaging or disengaging one or more grooves of strap 3602a. For example, as shown in FIG. 36A, adjuster 3602b may be adjusted to extend vertically relative to strap 3602a so that second hinged end 3607 is at or above the vehicle seat back 3610. .

  The rigid tether attachment 3600 also includes a buckle 3604 hingedly attached to the second end 3607 of the vertical portion 3602. An adjustable tether strap 3606 extends from the buckle 3604 and connects to a tether clip 3608 for connection to a vehicle tether anchor 3611.

  FIG. 36B shows a rigid tether attachment 3600 attached to a vertical portion of an automobile seat frame, such as portions 3303, 3403, 3503. Specifically, the cuff 3601 is shown wrapped around a horizontally oriented portion of the automobile seat frame portion. The cuff 3601 is configured to rotate about the frame member around which it is wound.

  FIGS. 37A-37C illustrate another embodiment of an automobile seat mounting frame 3700 configured to couple to an automobile seat such as the automobile seat 2020 described above. Frame 3700 is the same as frame 2000 except that it incorporates a different vertical portion 3703. Specifically, the vertical portion 3703 may incorporate multiple pairs of rosette gears (“rosettes”) 3702, which may be used to adjust the angle of the vertical portion relative to the horizontal portion 3704. Instead of the adjuster 2008 described above, the angle adjustment provided by the rosette 3702 may be used to adjust the angle of the vertical portion 3703 relative to the vehicle seat back. Also, for example, as shown in FIG. 37B, the angle adjustment provided by the rosette 3702 may be used in place of the latch 2030 to close the frame 3700.

  FIG. 37C shows a partially broken cross section of a folding mechanism 3704 including a rosette 3702. The mechanism 3704 includes a pair of handles 3706 that are shown to be in their locked position. The handle 3706 is coupled to a tubular member 3708 configured to rotate about the axis AA. Each tubular member 3708 has an outer threaded hub 3708a that is in meshing engagement with the threads of screws 3710 secured to the outer rosette 3702a and the vertical frame member 3703. Inner rosette 3702b is disposed between hub 3708a and outer rosette 3702a. Inner rosette 3702b has teeth configured to engage the teeth of outer rosette 3702a. The teeth of the outer and inner rosettes 3702a and 3702b remain engaged when a lateral force is applied along axis AA to compress the rosettes together. Such a lateral force causes hub 3708a to rotate relative to screw 3710 to push inner rosette 3702b laterally outward along axis A-A to engage outer rosette 3702a. Is added by rotating the handle to the locked position.

  To adjust the angle between the vertical portion 3703 and the horizontal portion 3704 of the frame 3700, close the frame 3700 or adjust the handle 3706 to the axis A- The axial force between the rosettes 3702a and 3702b may be decreased by rotating counterclockwise with respect to A. Specifically, as the handle rotates counterclockwise, the hub 3708a is moved axially inward by the thread of the screw 3710, thereby reducing the force the hub 3708a exerts on the inner rosette 3702b. When the force applied to the inner rosette 3702b is sufficiently reduced, the teeth of the rosettes 3702a and 3702b can be disengaged by rotating the vertical portion 3703 of the frame 3700. When the vertical portion 3703 is positioned at a desired position, the vertical portion 3703 may be locked at a predetermined position by rotating the handle 3706 back to the lock position shown in FIGS. 37A and 37C.

  The adjustment angle of the vertical portion 3703 can be gradually adjusted based on the tooth angle of the rosette 3702. In one embodiment, the angle of the teeth is such that the vertical portions 3703 rotate about 10 degrees about the axis AA by offsetting one tooth of the rosettes 3702a and 3702b.

  In the present disclosure, several embodiments of automobile seats and automobile seat systems have been described and illustrated. Although specific embodiments of the invention have been described, it is not intended that the invention be limited thereto, the scope of the invention being as broad as the prior art allows, and the specification as well. Is intended to be read by Thus, although specific shapes of straps have been disclosed for suspension systems, it will be appreciated that other forms for straps can be used as well. For example, the straps may have additional or other curvatures relative to those shown, and may have more attachment points per strap. Furthermore, although specific types of strap and frame materials have been disclosed, it will be understood that other materials can be used. For example, the suspension system may consist of a strap formed from at least one of metal, composite, and plastic, which are rigid but at least some force (eg, 20g to 100g) Can be deformed at a force between (measured as G force). Also, each strap of the suspension system may be the same or different material configuration as the others. For example, the material composition of the straps may vary depending on their position within the automobile seat. It will also be appreciated that although bands are preferred for automotive seat suspension elements, discontinuous strips may be used as well. Furthermore, although cylindrical members are shown as forming the frame, it will be understood that other shapes can be used as well. Thus, it will be appreciated by one skilled in the art that still other modifications may be made to the provided invention without departing from the spirit and scope of the appended claims.

Claims (24)

An automotive seat system,
A frame configured to couple to a vehicle seat,
A vertical portion extending vertically upward substantially along the vehicle seat back, the vertical portion extending at least half of the height of the vehicle seat back;
A horizontal portion extending from the lower end of the vertical portion at an angle relative to the vertical portion, the horizontal portion configured to extend along a vehicle seat when the frame is coupled to the vehicle;
A frame having
An automobile seat configured to couple to the horizontal portion of the frame;
With
The frame is configured to couple to more than one automobile seat;
Automotive seat system.   The automotive seat system of claim 1, wherein the vertical portion extends substantially along the entire height of the vehicle seat back.   The vehicle seat system of claim 1, wherein the angle is approximately 97 degrees.   And a latch extending from the horizontal portion of the frame, the latch configured to couple to the vehicle seat, the latch configured to activate to selectively open the latch. The vehicle seat system of claim 1, coupled to the vehicle.   The vehicle seat system of claim 4, wherein the handle is configured to sequentially activate to selectively open the latch.   The vehicle seat system of claim 4, wherein the plurality of handles are configured to move in a direction substantially transverse to a direction of the latch to selectively open the latch.   An angle adjustment member coupled to one of the vertical portion or the horizontal portion of the frame, the angle adjustment member configured to adjust an angle between the frame and the vehicle seat. Item 4. The vehicle seat system according to Item 1.   The adjusting member is pivotally coupled to one of the horizontal portion or the vertical portion, and rotates relative to the horizontal portion or the vertical portion to adjust an angle between the frame and the vehicle seat. 8. The vehicle seat system according to claim 7, configured.   The automobile seat system according to claim 8, wherein the adjustment member is configured to rotate eccentrically around each member of the horizontal portion or the vertical portion to which the adjustment member is pivotally coupled.   The vehicle seat system of claim 8, further comprising a tether connector and a tether strap extending from the angular adjuster.   The automotive seat system of claim 10, wherein the angle adjuster is configured to at least partially store the tether strap in a coil configuration.   The vehicle seat system of claim 11, wherein the angle adjuster includes a lockable or unlockable belt retractor coupled to the tether strap.   The automobile seat system according to claim 1, wherein at least one of the horizontal portion and the vertical portion is separable from the frame.   The vehicle seat system according to claim 1, wherein the horizontal portion and the vertical portion are pivotally coupled and the frame is configurable between an open configuration and a closed configuration.   A lap belt lock-off coupled to the frame, the lock-off being configured from an unlocked position to a locked position, wherein the horizontal portion of the frame crosses the lap belt of the vehicle seat belt across the horizontal portion; The automobile seat according to claim 1, wherein a lap belt path is defined for feeding and the lap belt lock-off is locked to contact the lap belt when the lap belt is received in the lap belt path. system.   The at least one tether extending from the vertical portion for coupling to a vehicle anchor and a plurality of mini connectors extending from the horizontal portion for coupling to a corresponding LATCH anchor on the vehicle. The automobile seat system according to 1.   The automotive seat system of claim 16, wherein one or more of the mini-connectors are selectively laterally movable.   The automotive seat system of claim 16, wherein the tether includes an adjustable length rigid portion extending from the vertical portion and a flexible portion extending from the rigid portion to a tether connector. An automobile seat for a passenger,
a) an outer protective shell;
b) an inner sheet;
c) a suspension system comprising a metal strap, wherein the metal strap joins the inner sheet and the outer protective shell and allows relative movement between the inner sheet and the outer protective shell; The suspension system suspends the inner seat substantially within the outer protective shell;
An automobile seat comprising:   The vehicle seat system according to claim 19, wherein the metal strap is formed as a band.   21. The automobile seat of claim 20, wherein a first length portion of each band is coupled to the outer surface of the inner seat and a second length portion of each band is coupled to the inner surface of the outer protective shell. system.   The vehicle seat system of claim 19, wherein the metal strap is formed from aluminum.   20. The outer protective shell includes a front bar and a rear bar extending along a bottom side of the outer protective shell, and the front bar and the rear bar are configured to be coupled to an automobile seat mounting frame. The car seat described.   The automobile seat according to claim 19, wherein the suspension system is elastically deformable and plastically deformable.

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